Engine-starter.



E. FULLER.

ENGINE STARTER.

APPLIUATION FILED SBPT.24.1910v 1,097, 11: 1 Patented May 19, 1914.

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ENGINE STARTER.

APPLICATION TILED SEPT,2-1, 1910.

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E. FULLER.

ENGINE STARTER.

:KPPLICATION FILEDSEPT. 24, 1910.

Patented May 19, 1914.

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ENGINE STARTER.

APPLICATION FILED SEPT.24,191(I.

Patented May 19. 1914.

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ENGINE-STARTER.

Specification of Letters Patent.

, Patented May 19, 191d.

Application filed September 24, 1910. Serial No. 583,610.

To aZZ whom it may concern:

Be it known that T, EUGENE FULLER, a citizen of the United States, residing at Providence, in, the county of Providence and State of Rhode Island, have invented certain new and useful Improvements in Engine-Starters, of which the following is a specification, reference being had therein to the accompanying drawing.

This invention relates to devices for automatically starting engines, such as the internal combustion engines of automobiles, and the object of the invention is to provide an improved device of this character comprising spiral springs and gears and connections whereby the power of the springs can be utilized at the will of the operator to start the engine, the springs being then again wound and set automatically by the operation of the engine, to put the device in condition for again starting the engine.

A further object of ,the invention is to provide a device of the character described in which the spring or springs will be wound up and will unwind again at both ends of the spirals or coils in order to obtain a more rigid action in either direction than is possible where one end of the spring or springs is fixed.

To these ends the invention consists in the construction and combination of parts substantially as hereinafter described and claimed.

Uf. the accompanying drawings: Figure 1 is a side elevation of a portion of an automobile equipped with my improved starter, a portion of the hood being broken out. Fig. 2 represents a longitudinal, substantially central, vertical section through the starting mechanism. Fig. 3 represents a section on line 3-3 of Fig. 2. Fig. 4:- represents a detail section on line 4-4 of Fig. 2. Fig. 5- represents a detail section on line 55 of Fig. 2. Fig. 6- is a perspective view of a clutch-shifting yoke hereinafter described. Fig. 7- represents a section on line 'Z'7 of Fig. 3. Fig. 8 is a view similar to Fig. 7 showing some of the parts in different positions. Fig. 9 represents a section on line 99 of Fig. 3. Fig. 10- is a detail elevation, partly broken away. of the traveler hereinafter described. F 11 is a detail perspective view of the pawl releasing cam lug. Figs. 12, 13 and 1 1 are diagrammatical views of some of the gearing, having full and dotted line arrows to illustrate relative rotations of the members of the gearing.

Similar reference characters indicate the same or similar parts in all of the views.

A portion of the body of an automobile is shown at 15, and the hood over the engine, at 16. The crank case 17 and the cylinders 18 are suitably mounted under the hood 16.

The crank case 17 has an integral extension 19 forming a portion of the gear case, the integral structure of these parts providing for no possibility of looseness or rattlingin operation. ()ne of the cranks of the engine is illustrated at 21. Projecting forwardly from the gear case 19 is the spring casing 22, said spring casing carrying a bearing plate 23 for certain shafting hereinafter described. Preferably a front plate 24 is attached outside of the plate 23, in order that the casing 22 may be of comparatively thin and light material, and to firmly support the bearing plate 23, the latter is shown as connected to the gear case 19 by brace bars or plates 25, the saidplates being secured by suitable bolts 26. see Figs. 2 and 3.

Suitably secured within the gear case is a sleeve bearing 27 within which is mounted a sleeve 28 having keyed thereon at one end a gear 29, the other end of said sleeve carrying the outer member 30 of a clutch (see Figs. 2 and 5). The crank shaft 20 extends into the sleeve 28 and has keyed thereon a disk 31, said disk having marginal recesses in which are mounted spring pressed rolls 32. These rolls act as in a well known form of clutch so as to lock the sleeve 28 and crank shaft 20 for movement in one direction, running free in the other direction. Also keyed upon the crank shaft 20 is a pinion 33, preferably separated from the clutch by a plate 34, said plate serving to retain the rolls 32 in the marginalrecesses of the disk. When the clutch is engaged, of course the crank 21 and gear 29 mustrotate together.

A shaft 35 is mounted at one end in the plate 23 and at the other end in the sleeve 28, said shaft 35 having a gear 36 keyed to it. fine or more spiral springs 3'? are coiled about the shaft 35. in Fig. 2 T have shown two such springs but there may be more or there might be only one. When two are employed, they should be separated from each other as by a disk or plate 38 which may be mounted on a disk-like enlargement or ring 39 of shaft 35. The disk 38 and ring 39 serve the further purpose of additionally supporting the pins to which the inner and outer ends of the springs are connected as will now be described. The outer ends of the springs are attached, as by looping, to a rod or pin'40 mounted in the peripheral portion of the gear 29 and extending through the disk 38, in a direction parallel with the axis of the shaft 35. ends of the springs are similarly connected to a rod or pin 41 mounted in the hub portion of the gear 36 and extending through the ring 39 in a direction parallel with the axis of the shaft 35.

Mounted in suitable bearings formed in the plate 23 and the rear wall of gear casing 19; is a countershaft 42, the front end of which preferably projects through the front plate 24 and is squared as at 43, or otherwise formed to enable a wrench or crank to be connected thereto when the springs are to be first wound up. Keyed upon the shaft 42 are pinions 44, 45, the latter meshing directly with the gear 29 while the pinion 44 meshes with an intermediate pinion 46 (see Figs. 3 and 12), mounted upon a suitably supported stud shaft 47. It will be understood at this point, that rotation of the shaft 42 in the proper direction will rotate the gears 29 and 36 in opposite directions so that the pins 40 and 41 will achsimultaneously to coil up or tighten the springs, both ends of the springs being simultaneously actuated, and consequently capable of simultaneously acting through the same gearing to give up the power stored therein.

Keyed upon the shaft 42, adjacent the.

pinion 45, is the hub of a ratchet wheel 48 having teeth 49 engaged by a pawl 50, pivoted at 51 (see Fig. 3) said pawl being pressed toward the ratchet by a spring 52. Theratchet wheel 48 is formed wit-h a flange 53 which forms the outer memberof a clutch (see Figs. 2 and 4) the other member of said clutch comprising a disk 54 which is keyed upon a sleeve 55 mounted on the shaft'42. The disk 54 is formed with marginal recesses in which are mounted spring pressed rolls 56 this form of clutch being the same as that hereinbefore described in connection with Fig. 5. The rolls 56 are retained in place. by a plate 57. Mounted upon the sleeve 55 is a slide hub 58, said hub being splined to the sleeve so as to rotate there with. The sleeve is formed with an annular groove'59 which is engaged by a yoke 60 (see Figs 6) said yoke being mounted upon a sliding rod ashereinafter described so that, by means-of said yoke 66, the hub 58 can be shifted lengthwise of the sleeve 55. One side of the hub 58 is formed with teeth 61 adapted to mesh with teeth 62 car-.

The inner.

the latter meshing with the pinion 33 keyed upon the crank shaft 20. It will now be understood that when the hub 58 is shifted so that its teeth mesh with the teeth 62, any to tation of the crank shaft 20 in operation will cause the hub 58 to be rotated and of course also the sleeve 55 on which said hub is splined, and the disk 54 will also rotate and through the clutch rolls, the ratchet wheel 48 and the shaft 42 will also be rotated and will perform an operation presently described. Of course when the hub 58 occupies the position shown in Fig. 2, which position it will occupy ordinarily when the automobile is running, communication of motion from the shaft 20 through the pinions just described, will stop with'the pin ion 64.

The shaft42'is screw. threaded as at 66 between the pinions 44 and 45,-and on said threaded portion is mounteda nut 67 said nut forming a portion of a traveler 68 (see Figs. 2, 3 and 10). Said traveler has an arm formed with an aperture 69 which embraces a guide rod 70, said guide rod being mountved to have a limited longitudinal movement in suitable bearings provided in the case. The amount of movement which may be possessed by the guide rod 70 is indicated by comparing Figs. 7 and 8. The traveler is provided with a downwardly projecting toe 71 the function of which will be hereinafter described,.and with a forwardly projecting forked end 72. In said forked end is mounted a trigger 73 pivoted at 74 and having an arm 75 normally held against a stop pin 76 by a spring 77 mounted in a recess in the body of the traveler. Secured to the rod 70 are two blocks 78 and 7 9, each having a shoulder 80. Coiled about the rod 70 between the traveler 68 and the block 78 is a spring 81. A similar spring 82 is coiled about the rod 70 between the traveler 68 and the block '7 9.

Projecting forwardly from one of the brace bars 25 (see Figs. 3, 7 and 8) are two studs 83. Mounted on each stud 83 is an elbow lever 84. Springs 85 coiled on the studs 83 are so connected to the elbow levers as to tend to hold the tips 86 of the elbow levers in contact with the shoulders of the blocks 7879. The lower arms of the elbow levers are connected together by a link 87 said link having a short slot 88 near each end through which slots the pins which connect the links with the elbow levers pass. This structure permits the link 87 to have a limited movement in the direction of its length without actuating the elbow levers. The link is formed with a shoulder 89 projecting upwardly near one end, and a shoulder 90 projecting upwardly near its other end, said two shoulders being in position to be alternately engaged by one side or the other of the toe 71 of the traveler'68 as the emma latter shifts between the positions indicated in Figs. 7 and 8.

The guide rod 70 has secured to one end thereof the hub 91 of the yoke and con sequently when the rod is shifted in the direction of its length, the yoke 60 shifts the hub 58 so that the teeth 61 thereof will engage, or be disengaged from, the teeth of the hub of pinion 64.

A slide 92 (see Fig. 9) is mounted in a bearing aflorded by a portion of the gear case 19 and a bearing in a lug 93 (seeFig. 3) projecting from one of the brace bars 25. Said slide is connected by a link 94 (see Fig. 1) with one end of a foot lever 95 pivoted at 96 and havin its foot piece in position to be convenientFy pressed upon by an occupant of the automobile. Secured to the slide 92 is a cam lug 97 (see Figs. 1 and 11) in such position that when the slide 92 is shifted to the ri 'ht from the position shown by full lines 1n Fig. 9, the inclined edge 98 of said lug will engage the upwardly projecting arm 99 of the pawl 50 so as to rock said pawl on its pivot against the action of spring 02 and disengage the tip of the pawl from the teeth 49 of the ratchet wheel. As shown by comparing Figs. 1 and 9, the connections are such that when the operator actuates the foot lever 95,'the slide 92 will be shifted from the full line position shown in Fig, 9 to the dotted line position shown in that figure, this motion resulting in disengaging the pawl 50 from the ratchet wheel. Also secured to the slide 92 is an arm 100 having its tip formed with an inclincd edge 101 in such position that when the traveler 68 passes from the full line position in Fig. 9 to the dotted line position indicated in that figure, the trigger 73 of the traveler will ride down along the inclined edge 101, the spring 77 yielding, and said trigger will then snap up behindthe tip of Said arm 100 in position to engage the vertical side of the tip of the arm when the traveler returns from the dotted to the full line positionshown in Fig. 9. This return movement of the traveler causes the return of the slide 92 and the foot lever to normal position which is that shown by full lines in Fig. 9. Tn order that the trigger 73 may be released from its engagement with the tip of arm 100 as soon as it has performed its action of returning slide 92 to normal position, a cam block 102, which is secured to one of the brace bars 95 (see Fig. 3 and dotted lines in Fig. 9) has its inclined or operative face so located that thetrigger 73 will be guided in a downwardly inclined direction when passing toward the left in Fig. 9, so that it will be automatically released from the tip of arm 199 after performing its slide-returning operation. As indicated in Fig. 9, the block 192 has two inclined lower edges. The reason for this formation is so that the block will present no obstruction to the trigger 73 when it is moving toward the right in Fig. 9.

The operation of the mechanism is as follows: When the parts are assembled and the springs are to be given their first winding, a crank applied to the front end of shaft 12 will be actuated so as to rotate the gearing in the direction of the dotted arrowsin Figs. 12 and 13. This will carry the outer ends of the springs in the direction of the arrow a in Fig. 3 and theinner ends in the direction of the arrow 22 in Fig. 3. The member. 30 of the clutch on the crank shaft rotates of course in the same direction as gear 29, which will be in the direction of arrow 0 in Fig. 5. The rolls 32 simply move to the deeper portions of the recess in disk 31 and therefore no motion is cornmunicated to the crank 21. During this wind up, the teeth 49 of the ratchet wheel which is keyed on shaft 42 will ride successively over the tip of pawl 50, and the traveler 68 will gradually shift along from the position shown in Fig. 8 to that shown in Fig. 7, the spring 81 on the guide 70 being compressed and the spring 82 released. The last portion of the movement of traveler 68 shifts the link 87 so as to disengage the tip 86 of the right hand elbow lever from the shoulder of block 7 9 so as to permit the spring 81 to then quickly shift the rod 70 to the left so that the yoke 60 will shift the hub 58 and unlock teeth til-62. The apparatus is now in condition to perform its function at the will of the operator. When the operator desires to crank the engine he simply presses on the foot lever so as to shift the slide 92 from the full to the dotted line position of Fig. 9, the cam lug 97 then acting on pawl 50 to disengage it from. the ratchet wheel thus releasing the power of the springs. Of course the slide 92 must remain in this position until the springs have run down far enough to crank the engine.

'As the springs unwind their power is transmitted to the crank shaft 29 in the proper direction to crank the engine. During'this operation'the gears and pinions rotate in the direction of the arrows shown 'by full lines in Figs. 12, 13 and 14. As will be readily understood from the description so far given, and the drawings, the cranking up. power of the springs is obtained from both ends thereof. And as has been described, the springs are wound up from both ends. Therefore the operations of both winding the springs and cranking the engine are quickly performed. As the springs run down during the cranking up of the engine, the traveler 68 moves from the position shown in Fig. 7 to the position shown in Fig. 8, and during the latter portion of, it movement the trigger 73 passes by the arm 109.. This movement places the trigger 73 in position for engaging the vertical face of arm 100 on slide 92. When the traveler 68 has reached the position shown in Fig. 8, it has compressed spring 82 and at the same time the link 87 is shifted and the lever 84 is actuated to release block 78, so as to permit spring 82 to shift rod 70 and by means of yoke cause the clutch teeth 61 and 62 to be engaged. This results in reversing the direction of rotation of the shaft 42. This reverse movement causes the re-winding of the power springs and the return of the parts to the position shown in Figs. 7 and 9. The operation of the yoke is a quick one because, as the traveler 68 moves to the right it first compresses spring 82. but the rod 70 cannot shift because the shoulder 80 of block 78 is still engaged by the tip 86 of one of the elbow levers 84. When the traveler almost reaches its forward position it engages shoulder 90 of link 87 and then through said link actuates the elbow lever at the left and disengages block 78 so that the spring 82 which has now become compressed will quickly shift the rod 70 to the right so that the parts occupy the position shown in Fig. 8. In the meantime the engine has been cranked up and is running and will begin to wind up the springs through the clutches and gearing described and illustrated, this resulting in the rotation again of shaft 42 so as to again cause the traveler 68 to move in the opposite direction to that described in connection with the first unwinding of the springs. In other words, the engine itself returns the parts to position as shown in Fig. 7 and in condition for operation. As soon as the engine has wound up the springs, disconnecting operations take place the reverse of those occurring when the springs were unwound. When the clutch is disconnected the springs are left wound up ready for use in crank- 'ing up the engine whenever there maybe occasion to use the device in the manner described.

A special object of the clutch shown in Fig. 4: is to allow the springs to be wound up by hand as previously described if, for any reason, the engine should not be started by the unwinding of the power springs.

I claim:

1. An engine starter comprising a shaft, two gears one keyed on said shaft and the other rotatable on the shaft, two springs coiled about the shaft between said gears, a disk mounted on the shaft between the springs, a rod projecting from the peripheral portion of one gear through said disk, a rod projecting from the hub portion of the other gear, the said springs having their inner and outer ends connected to said rods,

and reversible connections with the engine for winding the springs and utilizing their power for starting.

2. An engine starter comprising two gears in axial alinement and mounted to rotate in opposite directions, a spiral spring having its inner and outer ends connected respectively to the two gears, a screw shaft and connections whereby it is actuated by both of said gears, a traveler on said shaft, and connections controlled by said traveler for winding the spring by the engine and utilizing the power of the spring for starting the engine.

3. An engine starter comprising two gears.

in axial alinement and mounted to rotate in opposite directions, a spiral spring having its inner and outer ends connected respectively to the two gears, a screw shaft and connections whereby it is actuated by both of said gears, a traveler on said shaft, a ratchet keyed on said shaft, a pawl for engaging said ratchet, and connections controlled by said traveler for winding the spring by the engine and utilizing the power of the, spring for starting the engine, said connections including also means for releas ing the pawl from the ratchet.

4. An engine starter comprising two gears in axial alinement and mounted to rotate in opposite directions, a spiral spring having its inner and outer ends connected respectively to the two gears, a screw shaft and connections whereby it is actuated by both of said gears, a traveler on said shaft, a manually controllable clutch on said shaft, and connections controlled by said traveler for returning said clutch to normal position after the spring has been wound up by the engine.

5. An engine starter comprising two gears in axial alinement and mounted to rotate in-opposite directions, a spiral spring having its inner and outer ends connected re spectively to the two gears, asc'rew shaft and connections whereby it is actuated by both of said gears, a longitudinally movable guide rod, a traveler on said screw shaft and engaged with said guide rod, 'said rod having blocks, springs on said rodeach side of the traveler, connected trips for engaging the blocks on said rod, a clutch and chain of gearing connecting the screw shaft with the engine shaft, and means for operating said clutch by said guide rod.

In testimony whereof I afiix mysignature in presence of two witnesses.

EUGENE FULLER.

Witnesses:

HOWARD E. Barrow, E. I. @GDEN. 

